Gearing



. 1,642,120 Septv. 13, 1927- F. MATHEws 1,642,120 sept. 13,1921.A I AFVMATHEWS GEARI NG Filed Nov.23, 1925' I 5 sheets-sheet 4 7:56p MHT/Mms Sept 13 1927. F. MATHEWS GEARING Filed Nov,23, 1925 lsheets-sne'et 5 and provided with beveled teeth. As seen in the drawings this element 24 is a complete beveled pinion', and its conical hub 25 is elongated towards the apex so'that certain of the teeth'may be lengthened in the manner shown in Figures 1, 3, and 4. I provide an eccentric or cam-element in the form of a convolute of scroll flange or arm 26 the edge of which is provided with gear teeth 27 one or more of which merge into and form the elongated tooth or teeth on the hub of the pinion. This flange or eccentric gear member is not straight but it is bowed slightly in a downward direction as will be noted in Figures 1 and 4, the purpose of which will hereinafter be pointed out.

The driven member of the gearing consists of a segmental gear 28 or concentrically curved toothed rack the teeth of which are beveled so as to mesh with the teeth o f the beveled pinion 24. This gear element is preferably two-thirds of a complete concentric gear and it is connected to its hub 29 by radial and bowed spokes 30, so that the same is dished and presents a concavo-convex appearance. An eccentric flange 31 extends from oneend of the row of teeth comprising the concentric or segmental gear portion which flange is provided with teeth 32 that are adapted to mesh with the teeth 27 on the eccentric flange of the pinion. The curve of the flange 31 is developed somewhat upon the form of a scroll or convolute and conforms generally to the curvature of the scroll flange 26 of the driving pinion or gear element. This flange 31 also conforms in shape to the bulged or dished sectional shape of spokes and as the flange is below the teeth of the pinion so also the flange 31 is slightly offset with respect to the spokes, thus permitting the flange 26 to pass within the inner circumference of the gear element 28 during the continued rotation of the pinion after the initial take-up has been completed. (See Figure 5.)

It will be noted the shape and arrangement of the teeth on the respective gear elements is such that two scroll or convolute gears are provided that are intermeshed and rotate upon axes at right angle to each other.

When the gear elements are mounted on a railway car for the operation of the brake, in the manner herein illustrated, parts are positioned as seen in Figures 1, 2, and 3, with the end or outer-portion of the yflange 26 engaging with inner portion 3l. The mast is then rotated clockwise and a slight turn rotates the large or driven gear element a third of a revolution or more quite rapidly, which is suliicient under ordinary conditions to wind up the slack in the pull chain. After the teeth on the flanges have engaged throughout the length the teeth of the pinion element will be engaged with the teeth on the gear element and the driven member will then be actuated at a slow speed, but at a greatly increased power, so that the brake may be applied to the wheel with considerable friction.

The principles I have above described may be embodied in a structure that is partly gear teeth and partly a cam groove or cam pin, as illustrated in Figures 6 and 7 of the drawings.

The structure hereinbefore described is further exemplified in Figures 6 and 7 of the drawings, wherein the concentric elements of the gears are substantially the same as those previously described,`but the eccentric elements ofthe respective gears are modified although they are adapted to perform the same functions as the eccentric portions of the gears shown in Figures 1 to 5. Referring now to Figures 6 and 7 of the drawings, the driving pinion -has beveled teeth and from the hub of the pinion there eX- tends a radial and slightly bowed flange or arm 41, which has a lateral projection or pin 42 that is eccentric to the pinion and rotates therewith. The large or driven gear has beveled teeth 43 that are provided along approximately two-thirds of its circumference, and the remaining portion of the gear element is plain and untoothed, as seen in Figure 7 of the drawings. The spokes 44 of the large gearl extend radially from the hub 45 and are bowed so that the gear element is dished or concavo-convex in the same manner as the driven gear element of Figures 1 to 5 inclusive. In order that there shall be a co-operation between the arm and pin of the driving element and the driven gear member the latter' is provided with a camgroove 46, that is surrounded by a bead or web 47 projecting preferably from one of the spokes 44. It will be noted the groove 46 extends inwardly towards the center or hub of the driven gear element so that, when the pin 42 is operating in said groove, the nearer the pin is to the center of the driven gear element the faster the latter will be actuated by the driving gear element. n its'initial or starting position the pin 42 will be at or adjacent the inner end of the groove 46 which is nearest the center of the driven gear element and as the driving gear element is rotated in the proper direction the pin 42 moves outwardly in th-e groove and as the pin moves out of the driving gear element will mesh with the first teeth 48 of the driven gear element and thereafterl the pinion and gear `will operate in the customary manner with the latter atY a reduced speed but with increased power. It will be understood that in the initial position and during the initial movement of the element the teeth,n 40 of the driving element will be opposite the blank or untoothed portion of the driven element and it will also be noted that the position and the curvature the groove 40, the teeth of of the arm and the spokes of the elements permits the former to clear the latter during the subsequent operation of the structure. The operation of the structure illustrated in Figures 6 and 7 of the drawings is substantially the same as thatdisclosed in the other views of the drawings, because of the fact that the curved arm and pin have been substituted for the curved flange and teeth of the first described and the groove has been substituted for the inwardly extending flange and teeth of the driven element of the rst-described structure.

What I claim is zl. A gearing comprising two gear elements disposed with'their axes at an angle to each other, one of said elements being ol segmental form and provided with an eccentric extension arranged in a spiral, the other element being a complete gear, and a spiral segmental flange extending from said complete gear for engagement with the eccentric extension of the other element.

2. A gearing comprising two gear elements rotatable upon axes at right angleto each other, one of said elements consisting of a segmental gear and a toothed member extending in a convolute inwardly and in a spiral from one end of said segmental gear, the other element consisting of a beveled pinion and a toothed flange extending outwardly from the hub thereof for engagement with the toothed member of the other element.

3. A gearing comprising two gear elements that are rotatable upon axes at right angle to each other, one of said elements consisting of a segmental gear and a toothed extension thereof that continues inwardly in a spiral towards the axis of said gear, the

yother element consisting of a beveled pinion and a toothed flange continuing in a spir'al therefrom and beyond the teeth of said pinion and beyond the plane of said segmental gear for engagement with the toothed extension of the latter.

4. A gearing comprising a segmental gear, a toothed extension thereof the teeth of which continue from one end of said segmental gear and are disposed in a Aspiral towards the axis of said gear and in a different form than the latter, and a gearelement rotatable at a right angle to said segmental-gear and having parts that engage respectively said gear and the toothed .extension.

5. A gearing comprising a driving and a driven element, said driving element consisting of a pinion and a toothed spiral flange .extending therefrom that is curved longitudinally, and said driven element consisting of a segmental gear disposed with its axis at an angle to the axis of said pinion with which it engages. and a spiral gear member extending within the diameter of said segmental gear to be engaged by the spiral flange of the driving element.

6. A gearing comprising adrive-member and driven-member, the driven-member consisting of a segmental gear and a non-concentric element, and the drive-member consisting of a pinion and an element adapted to coact with said non-concentric element, the axes of rota-tion of said members being vfixed and at an angle to each other.

7. A gearing comprising a drive-member and a driven-member, the driven-member consist-ingl of a segmental gear and an element extending inwardly towards the` axis of the gear, and the drive-member consisting of a pinion and a lateral element adapted to coact with the inwardly extending element of the other member, the axes of rotation of said members being fixed and at an angle to each other.

8. A gearing comprising a drive-member anda driven-member, the driven-member consisting of a segmental beveled gear and an element extending inwardly from the periphery of the gear towards the axis thereof, and the drive-member consisting of a beveled pinion engageable with said segmental gear and a lateral element extending outwardly from said beveled pinion and adapted to intermittently engage the inwardly' extending element of the drivenmember whereby to alter the speed of rotation of the driven-member, and shafts upon which the respective members are mounted, the axes of rotation of said shafts being at an angle to each other and the planes of rotation of said drive and driven-members being present.

Signed at Chicago, in the county ofCook, and State of Illinois, this 15th day of October, '1925.

FRED MATHEWS. 

